Elevator-signal-restoration system



June 24,1930.v ,LB-calumnia. 1,767,871-

` ELEVATOR SIGNAL RESTORATION SYSTEI v Filed July 23,1924 3 sheets-sheet 1 'June 24, 1,93.

` F. A. BQEDTCHER 'Enva'ron SIGNAL RESTORATION sYs'rEl med .my 12s, 1924 s sheets-smet` 2'.

June 24, 1930. v F. A. aol-:DTCHER 1,767,871

ELEVATOR SIGNAL RESTORATION SYSTEI Filed July 25; 1924 3 Sheets-,sheet 3 PER/TED l Bv CAR CONTROVLLER FERTED BY CAR CONTROLLER INVENTOR.

Patented .une 24, 1930 i *i UNITED STATES PATE 4Nr y ori-ics 1mm a BOEDTCHEB, or BEEGENFIELD, Newd JERSEY," 'Assioma 'ro omis ELEvA'roa COMPANY, 0l' JERSEY CITY, NEW

JERsEmVAeoEroEATIoN oF NEW JERSEY ELE'vA'roE-SIGNAL-RESTORATION SYSTEM Application mea :illy 2a,

This invention relates, generally speaking. to the signalling systems of elevators and more especially to that portion yof such signalling systems as has to do with the cancellation, resetting or restoratlon of signals previously given. It is the common practice in systems of this general char- 1 acterv to control the setting of one or more signals by the pressing of a passengers push button ,at afloor, by the movements by anv elevator car or through the conjoint action by both and to leave this signal or signa-ls set until some predetermined act has been accomplished whereupon the signal o r signals are reset. The present invention 1s directed to the restoration of a signal or signals after they are set in any suitable manner well known in the prior art and` .ication ofthe desires offa inasmuch as any suitable signalling means may be employed, I will confine my description solely to the resetting partlof the signalling system and in this connection deprovide a restoration system so organized that when a car, traveling in a predetermined direction, stops at a floor, intermediste the terminal floors of the building, and from which one or more signals'havci been sent, the car may stop at such floor,` and upon leaving said floor in a retrograde` direction, will automatically'effect the cancellation or restoration of said signal or signals. This feature constitutes an impor-V tant advance over the prior art and has not" been heretofore accomplished by prior concar proceeds from a floor in the same direction as it kapproached said floor, thesignal or signals will noty be cancelled'.

t with the carthat the car in starting away 5 the direction'in which the restoration'k of the signals appropriate :to

y' ample,

the `passenger is s. car whichwill render the service yrequested scribe the structure, mode of operation and car` is "takmgi 1924.y kserial No. 727,615.

Without cancelling or restoring signalsapvpropria-te to the opposite direction. This restorationoperation may in practice re .sult from any suitable act which will bring about a or two or more of these may combine to efl.fect the result sought;` The. signal to be reset through the employmentVV of, they present invention may be of an suitable character and may be positiene in any appropriate place. For exthe signals, directly within the car and from which the operator receives notiprospective passenger, as well as the floor signals rby which apprised of the particular and other suitable signals are among those which the restoration system of this invention may be practically utilized for cancella# .,tion.. `It'isof considerable practical imporv tance that the floor signals in particular remainset untilvth-'e car leaves the particular floor at vwhich a passenger may bewaiting service.; It has been heretofore proposed to -cancel'or reset jsignalswhen the rcar comes to a stop yat a `floor and when such systems are inoperation the floor lamps for example will limmediately be deenergize'd when the car stops which is a' pronounced disadvantage sincethe waiting passenger` has no means ofknowing at this time which car will'render the'service.;y With the present invention'Y in contradistinctiom -the floor structions which sol function that unless the lamps at-qanygiv'en floor and appropriate totheiparticular direction in Whichfthe car will leave the floor will remain energized placgg T :Objectsfand features of the invention,

' other thanijthose specified, will be apparent fromv the f hereinafter detailed description andf'ola'ins, when ready in conjunctionvwith the accompanying drawings. y i

" fiipeakinggenerally,A the system'of the ,."nntilfthepactof.startingthe `car has vtaken Another' object of the invention iste pro- 1 i vide a restoration system so coordinated present invention embodies a suitable reseting magnet or its equivalent, the energizabeen set and which it is desired to cancel or Cil ; commutator will automaticall restore. This magnet is appropriate to one direction and a separate magnet similarly constituted is provided for the opposite direction of movement of the car. In other words, there is an up restoring magnet and a down restoring magnet and with each of these magnets is associated a suitable circuit peculiar to that particular maglnet although certain of these circuits may ave common feeds or returns.

Each of these magnets is included in what may be termed a restoration circuit which is preferably a normallyr open circuit, but is adapted to be closed or completed by one or more switches. This switch or switches are operated to render the restoration circuit operative only when an associated car is in a predetermined zone and only when said car is in the act of leaving a floor from which the signal or signals have been sent and in a predetermined direction. In other words, the energization of the restoration circuit depends upon three factors, namely, the position of the car, the act of starting the car or movement of the car, and the direction in which the car leaves the floor.

In one of its preferred practical forms, although manifestly not the exclusive one, the resetting circuit may include beside the one resetting magnet and the restoration magnet, two switches, one of which is operated in synchronism with the car as the latter travels up and down the shaft and the other of which is operated by the starting or act of starting of the car after it has stopped at a floor. Of these switches, the first may conveniently partake of the form of av commutator, while the second may be in the form of a governor switch. The

select the fioor and close the restoration circuit at this point, while the governor switch, controlled as it is by the starting or act of starting of the car, will control the closing of the circuit at the second point. Only when these two switches are properly coordinated can the restoration be accomplished and inasmuch as this coordination is accomplished automatically the appropriate signals will be automatically cancelled or reset without requiring thought or attention on the part of the car operator.

In the accompanying drawings, I have illustrated different wiring diagrams and mechanisms for carrying out the present invention, but the constructions therein shown are to be understood as illustrative, only, and not as defining the limits of the invention.

Figure 1 shows a wiring diagram of one form of restoration system embodying the present invention and in this figure certain apparatus is shown in section on the line 1-1 of Figure 2.

Figure 2 shows a side elevation of the apparatus shown in Figure l with an additional wiring diagram associated therewith; and,

Figures 3 and 4 show other wiring diagrams embodying the present invention.

Referring first to the wiring diagram shown in Figure 1. I have shown a wiring diagram appropriate to two fioors of a building and for a two car installation and it will be readily apparent to those skilled in the art how the wiring therein illustrated can be amplified for a greater number of Hoors and a greater number of cars.

We will assume for the purpose of concrete example that 3 designates the up reA storing device for the second floor, 3d designates the down restoring magnet for the third floor and 2d denotes the down restoring magnet for the second fioor. These magnets or their equivalents serve to effect the restoration of the signal and they may act either directly upon the signal or upon a switch in the secondary circuit or in any other suitable manner well known in the art in order to effect the restoration.

4 designates the moving arm of the up commutator of one car which will be hereinafter termed car I. 5 designates the moving arm of the down commutator of car I, 6 the moving arm of the up commutator of car II, and 7 the moving arm of the down commutator of car II. All of these commutator arms 4, 5, 6 and 7 move in accordance with the movements of the car and in synchronism therewith as is common of commutators in this art and through their operation automatically select the floors at which the signals are to be cancelled. For example, the commutator arm 4 will be brought through the movement of the car into engagement with the contact 8 associated with the magnet 3 and will, in turn` engage the contact 9 associated with the magnet 2. Similarly the arm 5 is adapted to be engaged while the arm 6 engages the contacts 12 and 13 and the arm 7 engages the contacts 14 and 15. Through the operations of these commutators, the particular floor is selected in an entirely automatic manner and corresponding to movements of the cars.

16 desi nates a suitable source of current supply WIiich is connected by wires 17 and 18 to the magnets 2 and 3 and by the wires 17 and 19 to the magnets 3d and 2d. The contacts 8 and 12 are connected together by a wire 20, while the contacts 9 and 13 are connected by a wire 21. Similarly the contacts and 14 are connected by a wire 22, while the contacts 11 and 15 are connected with the contacts 1() and 11,V

through a branch to a fixed contact 28 and through a branch 27 to a fixed contact 28. Associated with the fixed contacts 28 and 28 are spaced contacts 30 and 30. The contacts 28 and 30 are adapted to be bridged by a bridge piece 32, while the contacts 28 and 30 are adapted to be bridged byv a bridge piece 32. The structure of these bridge pieces and their modefof operation will be hereinafter more fully explained. From the contact 30 leads a wire 33, which has two branches 34 and 35.

The branch 34 leads to one contact of the up commutator switch 41 of car I while the branch 35 leads to one contact of the down commutator switch 42 of car I. Similarly the contact 3() isconnected to a wire 36 having two branches 37 and `38. The branch 37 leads to one contact of thek up commutator switch 41 of car II, while the branch 38 leads to one Contact of the down commutator switch 42 of car II. An important part of this invention resides in the fact that each of the branches `34, 35, 37 and 38 include governor control switches respectively designated generally by the reference characters 41', 42, 41 and 42. These govcrnor switches may be of any suitable construction, but are controlled so as to be closed either by the actual starting of the car after stopping at a floor or by the act of bringing about the starting of the car such for example as the swinging of the controller lever out of neutral position and into a position to start the car in one direction or the other. n

In any event, it will be apparent that if oneof these governor switches is closed and thek corresponding bridge piece is bridging the contacts 28 and 30 or 28 and 30, that current will 'low from the source of elec` trical energy through the restoring magnet which is included inthe circuit `by the particular commutator engaging with the corresponding contact. For example, if it be assumed that car II is leaving the second floor the commutator arm 7 will'be in engagement with the contact 15, and kthe bridge piece 32 is bridging the contacts 28 and 30, so that if thegovernor switch 42 is closed even momentarily current will vot' the magnets 2d How from the sourcev of power through the down restoring magnet 2d of the second floor and in so doing will effect the resetting of the signals appropriate to the second floor. The closing of the governor switch 42 of car I will similarly energize veither or 3d depending upon the position of the car, while the energization of is similarly accomplished, being controlledby the governor switches 41 and 4l. As stated, the means for controlling the governor switches may vary by aV wire 23. From the oppositepole of` .the source 16, a wire 24 leads these connections, therefore,

ywithout departing from this invention, but

shaft mounted in fixed position upon a bracket 44 secured to any suitable rigid support. Rigid with the bracket is an insulating plate 45 shown as circular and coaxial with the shaft 43. Mounted for oscillation on the shaft 43 is a sleeve 46 to which a sprocket 47 is rigidly secured so that when the sprocket is rotated the sleeve 46 is simultaneously rotated. This sprocket is geared by a suitable sprocket chain to any suitable part of the elevator operating mechanism so that as the elevator ascends the sleeve will be rotated in synchronism in one direction and as the elevator descends, this sleeve will be likewise rotated in synchronism in the opposite direction. By the sleeve is made to rotate in a direction corresponding to the direction of movement of the car and for example it may be said that the sleeve rotates' to the right when the car is descending and to the left when the car is ascending.

Cooperating with the sleeve is a clutch 48 formed of two pieces 49 and 50 hinged together at their tops as at 51 and formed lwith semi cylindrical .cut-outs 52 adapted collectively to embrace the sleeve. The lower portions of the clutch elements are cut awav and a magnet 53 is rigidly mounted on the 5;

clutch element by riveting or threading its core 54 in place. The clutch element 49 is free and unattached with respect to the core of the magnet and constitutes the armatureof said magnet. When the magnet 53 `is deenergized, the cut away portions 52 will embrace the sleeve 46 so loosely as to permit free rotation of the sleeve within the clutch. However, when thev magnet' 53 is energized, the clutch sections 49 and 5() will be drawn tightly together so as to grip the sleeve and receive tractive power there from, whereby the clutch will be bodily turned with the sleeve in a direction corresponding to the direction of rotation of said* sleeve.

Mounted on the clutch is an insulating member 55 which carries a curved face shoe 56, and the governor switches 41 and 42 are so positioned that through the oscillation of the clutch inthe manner described this shoe will bemoved to close either ot said switches depending upon the direction of rotationof the sleeve.

lating blocks 57 and 58 which are carried by arms 59 and 60, respectively, and which arms. are .mounted for pivotal movement vabout the axis of the shaft 43, in such manner that `the contacts 41a and 41b of the gov- In practice, I prefer-rV ably mount the governor switches on msui ernor swit'ch 41, as well as the contacts 42 and 42h oi the governor switch 42 will at all times lie in the path of travel of the shoe 56, and the pivotal mounting referred to will permit the circumferential adjustment ot the governor switches for important practical reasons which will be hereinafter more Yfully explained.

The bridge piece 32 which has been hereinbetore referred to is mounted on and insulated from a locking' latch G1. This latch is pivoted in a bracket 62 supported on the insulating plate One end ot the latch eX- tends 'forwardly and overlies the upper end et the clutch and is adapted to normally gravitate into engagement with a notch 63 termed in the insulating block for the purpose oi normally locking the clutch against rotation with the bridge piece free from engagement with the contacts Q8 and 30. The rear end ot the latch projects over and constitutes the armature of a magnet G4 which is also preferably mounted on the bracket (32 and it is through the energization ot' this magnet that the latch may be lifted to disengage the clutch and permit of its rotation to close either oi' the governor switches il or ii-2, while the bridge piece will simultaneously approach the contacts Q8 and 30.

The magnet 6l is in practice either in series or multiple with the magnet 53, and while the connections may vary, a very satisfactory iorm ot connection is illustrated in the drawings. Tn this showing, one pole ot the magnet Gal. is connected by a wire 65 to a substantially semicircular segment 6G mounted on the `forward 'face o the insulating plate a5. A wiper 67 carried by the clutch member bears against this segment and is connected by a wire 68 to one pole o the magnet The other pole of the magnet is connected by al wire 69 to a wiper 70 which bears against a second substanially semicircular segment 71 fixed on the )late This latter segment is connected by a wire 72 (see Figure 2) to a suitable source of electrical energy 7 3, while the return from said source is connected by the wires 7st, 7 to the magnet 64. It will be noted, however, trom Figure Q, that a switch mechanism is included between the wires 7l and 7l and this switch mechanism will now be described.

75 is car controller positioned in the car and by means et which the movements of the car are controlled. This controller is of conventional .term and serves the conventional purpose et starting or stopping the car and controlling the direction of movement of said car. The controller is connected with the source of power 7 3 through suitable wiring which includes an up directional magnet 7 6 and a down directional magnet 7 6d. Then the controller is moved in a direction to cause the car to ascend the magnet 7 6 is energized and draws up one end of a pivoted rocker 77 to cause it to engage with a contact 7 8. When the controller is shifted to effect downward movement of the car, the magnet 76*i is energized and draws up the corresponding end of the rocker 77 to engage with the contact 79d. The contacts 7 8 and 79f1 are connected with the operating motors of the car for up and down directions and the rocker is connected with a common return through the source of power to operate said motors in the conventional manner.

Tt will be noted however that the opposite ends of the rocker 77 carry two movable contacts S() and Si which are adapted or cooperation with fixed contacts S2 and 83, respectively. The contacts SO and 8l are both connected to the wire 7i which leads to the magnet- (il while the contacts Si! and S23 are connected by a common return 84; to the source of power 73. lVith this arrangement7 it will be apparent that when the controller is moved to effect either an up or down travel of the car7 current will be caused to iow simultaneously through the two magnets G-l and 53 and in practice a spring, weight, or other suitable means is provided to shitt the switching mechanism ot which the rocker 77 and contacts 80 and S1 form a part in a neutral position when the controller is in neutral position and the car at rest.

This arrangement which I have shown in Figure 2 is the preferred form ot controlling the energizing of these magnets from the controller, although there are other ways in which this can be accomplished without departing from this invention and I accordingly do not limit the invention to the specific switch construction illustrated. The mode ol operation oi the system as shown in Figures l and in accomplishing the restoration of a signal or signals will now be described in detail.

Let it be assumed that car II is at rest at the third floor. The direction in which the car approaches the fioor is immaterial to subsequent operations and this fact in itself clearly diil'erentiates the present system from all prior practice. As car II stands at the third floor from which presumably a signal has been sent, the signal or signals appropriate to this floor continue to function so long as the car is at rest. At this time the commutator arm 7 is in engagement with the contact 14. and the commutator arm 6 1s 1n engagement with the contact 12, or both ot these arms are about to engage with their respective contacts according to the adjustment of the system. To leave the oor, the car operator throws the controller 7 in an appropriate direction which we will assume to be the up direction, the controller being thereby caused to take the position shown in igure 2 to complete a circuitk through the magnetj76 and through the associated switch mechanism to cause the contact 80 to engage with the contact 82. Current immediately flows from the source of ower 73 through the wire 72, segment 71, rush and wire 69 to the magnet 53 and from the magnet 53 through the wire 68, brush 67, segment 66 and wire 65 to the magnet k64 whence it passes through the Wire 74", contact 80, contact 82 and wires 84 and 74 back t0 the source 73. As a result of this operation, the magnets 64 and 53 are energized, the former tilting up thelatch 61 and causing the bridge piece 32 to bridge the contacts 28 and 30 and the latter serving to cause the clutch to tightly grip the sleeve 46. The controller .having been moved into operative position, the car starts in an upward directlon and by virtue of the operative connection between the sprocket 57 andsome moving part of the car operating means, the sleeve 46 is rotated to the left, or counterclockwise. Inasmuch 'as the clutch is held in gripping relation with the sleeve by the magnet 53 and the clutch unlocked through the elevation of the latch 61, said clutch will be rotated withv the sleeve in a counterclockwise direction and the shoe 56 carried by said clutch will be moved to the left until it en ages a stop 85 mountedon the plate 45, w ereupon the clutch will thereafter slip and will be no longer rotatedso long as the shaft continues to rotate and the magnet 53 remains energized.

-It will be noted however that during the passage, movement of the clutch from its neutral position into engagement with the stop, it will come into the left-hand dotted line position of Figure 1 and momentarily will serve to bridge the contacts 41a and 4l". Such bridging is only momentary and ceases as soon as the shoe, by its continued movement, passes out of engagement with the contact 411. However, during this short interval of engagement with both contacts, the restoring magnet 3 will be energized through the establishment of the following circuit.

From the source of power 16 through wire 24 and branch 27 to contact 28, then through bridge piece 32 to contact 30, and through wires 36 and 37 to the contact 41", thence through the shoe 56 to the contact 41a and through the wire 37 to the switch arm 6 which at this moment is in engagement with the contact 12 and from the contact 12 current Hows through the wire 20 to and through the restoring magnet 3 and passes thence through the wires 18 and 17 back to the source of supply. This momentary energizing of the restoring magnet or its equivalent restoring device effects the .restoration of the signals appropriate to the third door `and for an up direction. It should be borne in mind however that u to the time that the car yactually starte in this form of construction, the signals remained operative and that they were not cancelled or restored until the car actually started ater stopping.

So long as the car continues in an upward direction, the magnets 53 and 64 will remain energized and the clutch will slip on the sleeve. However, as soon as the controller 75 `is thrust in neutral to stop the car, the magnet 76 is (le-energized and the switch rocker 77 assumes a neutral position thereby breaking the circuit in which the ma nets 64 and 53 are included. Immediate the latch 61 falls to disengage the bri ge piece 32 from the contacts 28 and- 30 and simultaneously the magnet 53 releases the clutch which being heavier at its lower end gravitates into vertical position and automatically re-engages the latch in the notch 63 to lock the c utch in position until the car is aga-in started, Whereu on the operations described are repeated 6r the particular oor at which the car has stopped. It will be noted that as the clutch moves from engagement with the stop back to its neutral positlon, the yshoe `will be caused to wipe over the contacts 41 and 41", but inasmuch as the switch comprising the contacts 28, 30 and 32 'is opened lno impulse of current tlilrough the corresponding circuit will res, t.

I wish at this point to call attention to the fact that inasmuch as the clutch is driven from some movable part of the car olperated mechanism and in synchronism t erewith, its movement will have a distinct relation to kthe movement of the car and since the governor switches 41 and 42 are mounted `for pivotal adjustment on the arms 59 and 60, these arms may be adjusted so as to accurately time the restoration of the signals. For example, if the sleeve is geared to the operating mechanism of the car, so as to turn say 10 degrees for every foot of travel of the car, the arm 59 may be positioned at 20 degrees to the vertical so that lthe governor switch 41 will be closed after the car has moved two feet away from a floor. This example is merely illustrative, but it shows .that by adjusting the position of the governor switches, a definite relation can be obtained between the travel of the car and the time of restoration. Those skilled in the art will readily appreciate the importance of this feature from a practical standpoint.

It will of course be understood that while I have described the operations of the system with respect to car II that car I functions in the same manner.

Of course it will be understood that installing a system in accordance with the showing ot Figures 1 and 2, each car is provided with governor' apparatus, the magnets and 61- ot' which are controlled from the controllers ot the respective cars, while the governor switches o1 all of said governors are connected to the up and down restoring magnets which are common to all the cars.

In Figure 3 ot the drawing, l have illustrated a wiring diagram showing a modilied torm of the system for accomplishing the restoration upon the start-ing of a car after stopping. ln this showing is the controller switch of the car and 87 and 8S the up and down motor magnets. S9 and 90 are i 'iectively the up and down governor switches ot this particular' car and 91 and 92 are the movable arms ot up and down commutators for said car. 3 and 2 are the up restoring magnets for the third and second Ltioors, respectively, and 3 and 21 are the down restoring magnets for the third and second floors. The installation is shown for one car al1-dough the wires 93 show the manner in which the connections are made for additional cars. Commutator contacts 91 and 95 are provided for cooperation with the movable arm 91 and contacts 90 and 97 cooper te with the movable arm 92 of the down connnutator.

In this showing, the governor' switches S9 and 00 are ot' the character described and claimed in my copending application Serial No. 790,200, filed August 29, 1921, and are so constituted that when the coils S9 and 90 and energized the cores 89 and 90b overtraxel in an upward direction and actuate 'the bell cranks S9C and 90c to engage the contacts 89d and 90l. As the currentcontinues to flow through the coils, the cores return to the magnetic center and permit the bell cranks to gravit-ate into neutral position to open the circuits pre` rion. momentarily established. The operation of tl system is as follows.

YWhen the controller is moved Jfrom neutral position to start the car and current passed through the appropriate motor magnet, the corresponding coil of the governor switch is energized and act-uates the bell cranl-z to canse the depending arm thereof' to engage with for example the contact 89d. lli the car is leaving, e. g., the third loor in an upward direction, the commutator arm 91 will be in engagement with the contact 9&1; that the following circuit will be momentarily established. From a source of power 9S through wire 99, the bell crank 89 to the contact S9 thence through wire 100 to the arm 91 of' the commutator and through this arm to contact 9%. Thence the current passes through the wire 101 to and through the restoration magnet 3 and, leaving by the wire 102, passes through the common return 103 back to the source of supply so that the restoration of the signals appropriate to the up direction of the third loor is accomplished.

In Figure 4, a further modification of the construction employing a single governor switch for each car is disclosed. In this showing 87 and 88 are motor magnets controlled from the car controller 86. 104 is a coil of the governor switch. To one side of this coil is connected a feed line 105 and from the other side of the coil extends a wire 106 having two branches 107 and 108. The wire 107 leads back to the up contact of the controller and has included therein a magnet 109 while the wire 108 leads back to the down contact of the controller and has included therein a magnet 110. These two magnets 109 and 110 are adapted when energized to close normally open switches 111 and 112. The bell crank 113 of the governor switch is connected by wire 114 to a source of current supply 115 and when acted upon by the core 116 of the solenoid is adapted to engage with the contact 117 connected by wiring 118 to the two movable contacts 111 and 112. The cooperating fixed contacts are connected by wires 119 and 120 to the movable arm 121 of the up commutator ot the corresponding car and to the movable arm 122v of the dnown commutator of said car. 3 is the up restoring magnet for the third floor, 2 the up restoring magnet for the second floor, 3 the down restoring magnet for the third floor and 2d the down restoring magnet for the second floor. The movable arms 121 and 122 move over fixed contacts to selectively place the restoring magnets in circuit in accordance with the position of the car. After the car is at rest at the third floor and is to proceed in an up direction, the controller switch 86 is moved to feed current through the motor magnet 87 and in so doing completes the circuit by way of the wires 107, 10G and 105 through the magnet 109 and the coil 101 in series, so that both of these coils are simultaneously energized. 1`he commutator arm 121 having engaged with fixed contact for the third floor, the circuit is immediately com "ileted by the drawing of the movable contact 111 downwardly by the magnet 109 and by the swinging of the bell crank 113 into engagement with the contact 117 by the core of the solenoid. A momentary impulse oit current is thereby passed through the restoring magnet 3 and restoration is accomplished.

It will be apparent from the foregoing descriptions ot the several systems that the invention is susceptible to many embodiments. ln tact, it may be carried out in a wide variety of ways, but inasmuch as it is not possible to show all of the ways in which the invention may be practised, I have advanced these three showings as illustrative without however intending to restrict the invention to such specific embodiments.

It will be noted that there is a particular underlying principle common to all of said illustrative showings, namely, that the accomplishment of the restoration depends upon three factors. First, the position of the car in the shaft, second, the act of starting the car or movement thereof as it leaves the floor, and, third, the direction in which said car leaves the floor. In each instance, the travel of a car up and down the shaft effects the automatic selection of the restoration devices to be energized through the use of commutators which close any particular restoration circuit at the desired time and this circuit having been closed by a commutator, the act of starting a car, for eX- ample, the shifting of the controller from neutral into a starting position, results either immediately in the closing of a governor switch or causes the car to start so that movement of the car as it leaves ythe ioor will close such governor switch. In the construction of Figure 4, there is only one governor switch, the switches lland 12 determining which circuit will be responsive do not restrict the invention to to the operation of the governor switch.

In the construction of Figure 3, as well as in the construction of Figure 1, there are two governor switches for each car, one for the up direction and the other forthe down direction. And while in Figure 3 the governor switch is operated immediately upon the throwing of the controller into a starting position, the construction of Figure l functions in such manner that the car must actually start before the governor switches can be closed. There are many modifications of which the invention is susceptible, but inasmuch as the method of cancellation of signals herein described is broadly novel, I the specific means employed. That is to say, the present invention is the first, so far as I am aware, capable of accomplishing the restoration of signals with directional selection after a car has stopped at a floor and after the signals have remained set while the car is at rest and irrespective of the direction in which the car may approach or leave said floor.

In all prior systems, the car, to cancel the signal as it leavesl the floor, must proceed in the same direction in which it approached said floor and this is made unnecessary by the present invention.`

It is a vital point, from a practical standpoint, that the iioor lamps remain illuminated until the car starts to leave or actually leaves a ioor and this with the selective restoration of signals for up and down direction cannot be accomplished by any prior system. It has long been the practice to cancel these floor lamps when the car stops at the floor leaving a prospective passenger without means of knowing which car will render the service desired. The present invention entirely obviates this disadvantage and does so in an economical and thoroughly eiiicient manner.`

In the foregoing detailed description and in the accompanying drawings, I have set forth illustrative showings of the present invention, but these showings are to be understood as illustrative, only, and the invention is to be construed as fully commensurate with the appended claims.

Having'thus fully described the invention, what I claim as new and desire to secure by Letters Patent is:

l. In an elevator signal restoration system, the combination of a car, up and down restoring magnets for a given floor, a circuit including the up magnet, means for automatically closing said circuit at one point when the car is in proximity with said floor, a second circuit including the down magnet, means for automatically closing said circuit at one point when the car is in proximity with said floor, and means, operable by the starting of the car from said Hoor in either direction, for selectively completing the codirectional circuit to energize the co-directional magnet.

2. In an elevator signal restoration system, the `combination of a car, up and down restoring magnets for a given fioor, a circuit including the up magnet, a circuit including the down magnet, commutator means for partially completing each of said circuits `when the car is in proximity of said floor,`

and means operable by starting of the car from the floor in either direction for selectively completing the co-directional circuit to energize the codirectional magnet.

3. In an elevator signal restoration system, the combination of a car, up and down restoring magnets for a given floor, each of which magnets forms parts of one of two directional circuits, in each of which is also included a commutator switch, means for operating the commutator switch in accordance with the movement of the car to partially complete said circuit when the car is in proximity to said floor, an additional switch, also included in each of said circuits, and means, operable by starting of'thefcar from the floor in either direction to close said switch when the car leaves said floor in a corresponding direction.

4. In an elevator signal restoration sysA tem, the combination of a car, up and down restoring magnets for a given floor, and means, operable by the movement of the car and controlled by the direction of travel thereof, for automatically energizing one or the other of said magnets corresponding T3 with the direction of movement ot the car upon its departure Ytroni said floor and after the car e etermined regulable do sacri ci In an elevator signal restoration tem, the combination of a car provided witn a controller, up and down restoring magnets for a door, up and down restoring circuits including said magnets and each of said circuits also ii la commutator switch, a preliminary i, and a circuit completing switch, means for closing the commutator switches when the car is in proximity to said floor, operative connections between the preliminary switch and the car controller to effect immediate closing ot one of the preliminary switches when the controller is moved away rrom neutral position into car operating position and tor immediately opening said switch when the car controller is moved into neutral position, and means operable by movement of the car in a direction corresponding to the direction ot' movement ot the ear to operate the codirectional completing' switch in delayed relation to the operation ot the preliminary switch by the controller.

G. In an elevator signal restoration tem, the combination ot a car provided with a controller, up and down restoring magnets for a lloor, up and down restoring circuits including` said magnets and each of said circuits also including a commutator switch, a preliminary switch, and a circuit conipleting switch. means tor closing the commutatorswitches when the car .is in proximity to said i'ioor, operative connections between the preliminary switch and the car controller to ctl'ect immediate closing of one of the prcliminary switches when the controller is moved away :trom neutral position into car operating position and for immediately opening said switch when the car controller is moved into neutral position, and means operable by movement ol. the car in the direction selected bv said movement of the controller to momentarily operate the codirectional completing switch in delayed relation to the op ion of the nreliminary switch by the controller.

T. In an elevator signal restoration system, the combination oi a car provided with a cor-rtroller, up and down restoring magnets, up and down restoring circuits including said magnets, commatator means associated with said cirou'is to partially close said rircuits when the ar is inv proximity to said floor. a preliminary si itch, and up and down completing switches included in said cirruits, onerativ-e comiections between the car conti e r and the preliminary switch to cause immediate cloc4 ig of the preliminary twitch when the car cof-t'roller is moved out et neutral position into car operating pesition, and to cause immediate opening et said switch when the controller is retained to neutral position` a device movable in one direction when the car ascends and in an opposite direction when the car descends to pass the completing switches selectively and to momentarily operate said switches while passing them, said device normally occupying a neutral position between said switches and in engagement with neither when the controller in neutral position, means to return said device to neutral position when the car is stopped, with suilicient lag to insure opening of the preliminary switch betore said device n'xomcntarily passes by the completingr switch last operated.

8. In an elevator signal rcstoratiim system, the combination ol" a car, a current switching member operatively connected with the operating mechanism of the car to move in one, direction when the car travels upwardly and to move in the opposite direction when the car descends7 up and down switches on opposite sides ot said member in the path of said member to be engaged with and closed thereby as the member is moved in one direction or the other, up and down restoring magnets Yin circuit with the respective up and down switches, a master switch common to said up and down circuits, means operated by the car controlling mechanism to open said master switch when the car is at rest and to close it when the car is in motion, and commutator means for partially closing the circuits of the up and down magnets when the car is in proximity to the corre sponding oor.

9. In an elevator signal restoration tem, the combination of a car, a current switching member operatively connected wit-h the operating mechanism of the ar to move in one direction when the car travels upwardly and to move in the opposite` direcv tion when the car descends, said member normally occupying an intermediate neutral position when the ear is at rest, up and down switches on opposite sides of said member and in the path of said member to be momentarily closed thereby as the member moved in one direction or the other, up and down restoring magnets in circuit with the respective up and down switches, a master switch common to said up and down circuits means operated by the car controlling mech anism to open said master switch when the car is atrest and to close it when the car is in motion, and commutator means for paru tially closing the circuits of the up and down magnets when the car is lin proximity to the corresponding floor.

10. In an elevator' signal restoration system, the combination of ay car, a current switching member operatively connected with the operating mechanism of the car to move in one direct-ion when the car travels upwardly and to move in the opposite di said rection vwhen the car descends, said member normally occupying the intermediate neutral position when ythe `car, is at rest, up and down switches in the path of said member to be engaged with and closed thereby as the member is moved in one direction or the other, up and down restoring magnets in circuit with the respective up and down switches, aimaster switch common to said up and down circuits, means operated by the car controlling mechanism to open master switch when the car is at rest and to close it when thecar is in motion, commutator means for partially Vclosing the circuits of the up and down magnets when the car is in proximity to the corresponding ioor, and means for locking said member against movement while the car is at rest in a position intermediate the up and down switches. v

l1. In an elevatorsi nal restoration system, the combination 0iE a car, up and down restoring magnets for a given floor, means for automatically energizing one or the other of said magnets correspondingly with the direction of movement of the departure of the car from said 'loor and after the car has traversed a predetermined distance in such direction, said means including spaced apart ystationary switch elements, and a movable switch element normally free from engagement with either of said stationary switch elements, but movable in co-direcf tional synchronism with the car into engagement with one of them to effect the automatic energizing of the appropriate magnet. n

12. In an elevator si nal restoration system, the combination o? a car, up and down restoring magnets for for automatically energizing one or the other of said magnets correspondingly with the direction of movement of the departure of the car from said Hoor and after the car has traversed a predetermined distance in such direction, said means including spaced apart stationary switch elements, and a movable switch element normall free from engagement with either of said7 stationary switch elements, but movable in codirectional synchronism with the car into engagement with one of them to effect the automatic energizing of the appropriate magnet, said spaced apart stationary switch elements being manually movable toward and away from one another to regulate the time required for the movable switch element to move from anormally neutral position between them into engagement with either of them. 13. In an elevator signal restoration system, the combination o a car, up and down restoration devices foreach of several oors, electric circuits associated with said devices, commutator means moving in synchronism ,automatically` a glven Hoor, means' with the car for automatically partially completing the circuits of both the up and down restoration devices when the car is in proximity to the corresponding licor, and means governed bythe stopping and subsequent starting of the car for finishing the completion of the circuit appropriate to the co-directional restoration device at such floor.

' 14. In an elevator signal restoration system, the combinationoil a car having a car controller, u and down restoring magnets fora given oor, a circuit for each magnet and each of which circuits includes a plurality of switches, all of which must be closed to complete the corresponding circuit to yenergize the corresponding magnet, means controlled by thecar controller when in car operating position to close one switch in the co-directional circuit, means movable in timed relation with the car to close another switch in the co-directional circuit,

and means controlled by the starting of the car to close a third switch in such co-directional circuit.

l5. In an elevator si nal restoration system, the combination o? a car having a car controller, up and down restoring magnets,

,each of which is included in a co-directional electrlc circuit whlch also includes a com- 9 mutator switch, a preliminaryswitch, and a completing switch, means yfor moving each commutator switch in accordance with the movements of the car, means operatively connected to the controller of the car to close one of the preliminary switches when the controller is moved from neutral position into car operating position, and means operable upon movement of the car in the direction selected by the controller to close the co-directional completing circuit whereby the co-directional electric switch is fully completed.

In testimony whereof I have signed the foregoing specification. i n

' FRANZ A. BOEDTCHER. 

